SIST EN 13803-1:2010
(Main)Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1: Plain line
Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1: Plain line
This European Standard specifies the rules and limits that determine permissible speed for a given track alignment. Alternatively, for a specified permissible speed, it defines limits for track alignment design parameters. More restrictive requirements of the High Speed TSI Infrastructure and the Conventional Rail TSI Infrastructure, as well as other (national, company, etc.) rules will apply. This European Standard applies to main lines with track gauges 1435 mm and wider with permissible speeds between 80 km/h and 300 km/h. Annex C (informative) describes the conversion rules which can be applied for tracks with gauges wider than 1435 mm. Normative Annex D is applied for track gauges wider than 1435 mm. However, the values and conditions stated for this speed range can also be applied to lines where permissible speeds are less than 80 km/h, but in this case, more or less restrictive values may need to be used and should be defined in the contract. This European Standard need not be applicable to certain urban and suburban lines. This European Standard also takes account of vehicles that have been approved for high cant deficiencies. For the operation of tilting trains, specific requirements are defined within this European Standard.
Bahnanwendungen - Oberbau - Linienführung in Gleisen - Spurweiten 1435 mm und grösser - Teil 1: Durchgehendes Hauptgleis
Diese Europäische Norm legt die Regeln und Grenzen fest, welche die zulässige Geschwindigkeit für die
vorhandene Trassierung bestimmen. Alternativ legt sie, für eine festgelegte zulässige Geschwindigkeit,
Grenzen zur Linienführung von Gleisen fest.
Weitere einschränkende Anforderungen der TSI Infrastruktur für Hochgeschwindigkeit und konventionelle
Strecken, so wie weitere (nationale, firmeninterne usw.) Regeln, können zutreffen.
Diese Europäische Norm gilt für Hauptgleise mit Spurweiten von 1 435 mm und größer mit zulässigen
Geschwindigkeiten zwischen 80 km/h und 300 km/h. Anhang C (informativ) beschreibt die Umrechnungsregeln,
die für Gleise mit Spurweiten größer als 1 435 mm angewendet werden können. Der normative
Anhang D wird für Spurweiten größer als 1 435 mm angewendet.
Die für diesen Geschwindigkeitsbereich genannten Werte und Regeln können auch für Strecken angewandt
werden, die mit einer Geschwindigkeit von weniger als 80 km/h betrieben werden. In diesem Fall kann es
notwendig sein, mehr oder weniger einschränkende Werte anzuwenden; diese sollten in dem Vertrag
festgelegt werden.
Diese Europäische Norm braucht nicht für innerstädtische und Vorortbahnstrecken angewendet werden.
Diese Europäische Norm berücksichtigt Fahrzeuge, die für höhere Überhöhungsfehlbeträge zugelassen sind..
Für den Betrieb von Neigetechnik-Zügen sind in dieser Europäischen Norm spezifische Anforderungen
festgelegt.
Applications ferroviaires - Voies - Paramètres de conception du tracé de la voie - Écartement 1435 mm et plus large - Partie 1: Voie courante
La présente Norme européenne définit les règles et limites qui déterminent la vitesse admissible pour un tracé
de voie donnée. Réciproquement, elle définit les paramètres de conception du tracé de la voie pour une vitesse
admissible donnée.
Des prescriptions plus restrictives faisant l’objet de Spécification Technique d’Interopérabilité – Grande
Vitesse – Infrastructure, de Spécification Technique d’Interopérabilité – Rail conventionnel- Infrastructure ou
d’autres règles (règles nationales, règles d’entreprise, etc.) s’appliqueront.
La présente Norme européenne est applicable aux voies principales d'écartement 1435 mm et plus large, dont
les vitesses admissibles sont comprises entre 80 km/h et 300 km/h. L'Annexe C (informative) décrit les règles
de conversion qui peuvent être appliquées pour les voies d'écartement supérieur à 1435 mm. L'Annexe D,
normative, est appliquée pour des écartements de voie 1435 mm et plus larges.
Cependant, les valeurs et les conditions requises pour cette gamme de vitesse peuvent également être
appliquées aux lignes dont les vitesses admissibles sont inférieures à 80 km/h, mais dans ce cas, il peut être
nécessaire d’utiliser des valeurs plus ou moins restrictives, selon les indications du document contractuel.
Il n’est pas nécessaire d’appliquer la présente Norme européenne à certaines lignes de banlieue et de métro.
La présente Norme européenne prend également en considération les véhicules ayant été homologuées pour
des insuffisances de dévers élevées.
Pour l’exploitation des trains pendulaires, des exigences particulières sont définies dans la présente Norme
européenne.
Železniške naprave - Zgornji ustroj - Parametri za projektiranje prog - Tirne širine 1435 mm in več - 1. del: Odprta proga
Ta evropski standard določa pravila in mejne vrednosti, ki določajo dovoljeno hitrost za določeno tirno traso. Druga možnost je, da za določeno dovoljeno hitrost opredeljuje mejne vrednosti parametrov za projektiranje prog. Veljajo bolj omejujoče zahteve za infrastrukturo TSI za visoke hitrosti in infrastrukturo TSI za konvencionalne hitrosti ter druga pravila (nacionalna pravila, pravila podjetja, itd.). Ta evropski standard velja za glavne proge s tirno širino 1435 mm in več z dovoljenimi hitrostmi med 80 km/h in 300 km/h. Dodatek C (informativni) opisuje pravila za pretvorbo, ki se lahko uporabijo za tirne širine, ki presegajo 1435 mm. Za tirne širine, ki presegajo 1435 mm, velja normativni Dodatek D. Vrednosti in pogoji, navedeni za ta razpon hitrosti, pa lahko veljajo tudi za proge, kjer so dovoljene hitrosti pod 80 km/h, vendar je treba v tem primeru uporabiti bolj ali manj omejujoče vrednosti, ki jih je treba opredeliti v pogodbi. Tega evropskega standarda ni treba uporabljati za določene mestne in primestne proge. Ta evropski standard upošteva tudi vozila, odobrena za velika pomanjkanja nadvišanja. Za delovanje nagibnih vlakov so v okviru tega evropskega standarda opredeljene posebne zahteve.
General Information
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Oberbau - Linienführung in Gleisen - Spurweiten 1435 mm und grösser - Teil 1: Durchgehendes HauptgleisApplications ferroviaires - Voies - Paramètres de conception du tracé de la voie - Écartement 1435 mm et plus large - Partie 1: Voie couranteRailway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1: Plain line93.100Gradnja železnicConstruction of railways45.080Rails and railway componentsICS:Ta slovenski standard je istoveten z:EN 13803-1:2010SIST EN 13803-1:2010en,de01-september-2010SIST EN 13803-1:2010SLOVENSKI
STANDARDSIST ENV 13803-1:20041DGRPHãþD
SIST EN 13803-1:2010
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 13803-1
June 2010 ICS 93.100 Supersedes ENV 13803-1:2002English Version
Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1: Plain line
Applications ferroviaires - Voies - Paramètres de conception du tracé de la voie - Écartement 1435 mm et plus large - Partie 1: Voie courante
Bahnanwendungen - Oberbau - Linienführung in Gleisen - Spurweiten 1 435 mm und größer - Teil 1: Durchgehendes Hauptgleis This European Standard was approved by CEN on 20 May 2010.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13803-1:2010: ESIST EN 13803-1:2010
EN 13803-1:2010 (E) 2 Contents Page Foreword . 41Scope . 52Normative references . 53Terms and definitions . 54Symbols and abbreviations . 85Requirements . 95.1Background . 95.1.1General . 95.1.2Track alignment design parameters . 95.1.3Parameter quantification . 105.2Normal limits and exceptional limits for track alignment design parameters . 105.2.1Radius of horizontal curve R . 105.2.2Cant D . 115.2.3Cant deficiency I . 115.2.4Cant excess E . 135.2.5Cant gradient dD/ds . 135.2.6Rate of change of cant dD/dt . 135.2.7Rate of change of cant deficiency dI/dt . 155.2.8Length of transition curves in the horizontal plane LK . 165.2.9Length of circular curves and straights between two transition curves Li . 175.2.10Vertical curves . 185.2.11Radius of vertical curve Rv . 18Annex A (informative)
Supplementary information for track alignment design related to shape and length of alignment elements . 19A.1General . 19A.2Summary of the properties of different transition curves . 19A.3Further parameters that may be considered for track alignment curve design and a progressive system of design rules . 21A.3.1Symbols and abbreviations . 21A.3.2Objectives . 23A.3.3Progressive track alignment design . 23A.3.4Application . 27Annex B (informative)
Length of alignment elements (circular curves and straights) between two transition curves Li . 40Annex C (informative)
Rules for converting parameter values for track gauges wider than 1435 mm . 41C.1Scope . 41C.2Symbols and abbreviations . 41C.3Basic assumptions and equivalence rules . 42C.4Detailed conversion rules . 44C.4.1Radius of horizontal curve R1 (5.2.1) . 44C.4.2Cant D1 (5.2.2) . 44C.4.3Cant deficiency I1 (5.2.3) . 45C.4.4Cant excess E1 (5.2.4) . 46C.4.5Cant gradient dD1/ds (5.2.5) . 46C.4.6Rate of change of cant dD1/dt (5.2.6 of the main body of the standard) . 47C.4.7Rate of change of cant deficiency dI1/dt (5.2.7) . 48C.4.8Length of transition curves in the horizontal plane LK (5.2.8) . 48C.4.9Other parameters (5.2.9, 5.2.10 and 5.2.11) . 49SIST EN 13803-1:2010
EN 13803-1:2010 (E) 3 Annex D (normative)
Track alignment design parameter limits for track gauges wider than 1435 mm . 50D.1Scope . 50D.2Requirements for a gauge of 1668 mm . 50D.2.1General . 50D.2.2Cant D1 . 50D.2.3Cant deficiency I1 . 50D.2.4Cant excess E1 . 51D.2.5Cant gradient dD1/ds . 51D.2.6Rate of change of cant dD1/dt . 51D.2.7Rate of change of cant deficiency dI1/dt . 52D.2.8Length of circular curves and straights between two transition curves Li1 . 52D.2.9Vertical curves . 53D.2.10Radius of vertical curve . 53D.3Requirements for a gauge of 1524 mm . 53D.3.1General . 53D.3.2Cant D1 . 53D.3.3Cant deficiency I1 . 54D.3.4Cant excess E1 . 54D.3.5Cant gradient dD1/ds . 55D.3.6Rate of change of cant dD1/dt . 55D.3.7Rate of change of cant deficiency dI1/dt . 55D.3.8Length of circular curves and straights between two transition curves Li1 . 56D.3.9Vertical curves . 56D.3.10Radius of vertical curve . 56Annex E (informative)
Track resistance to lateral forces generated by the rolling stock . 57E.1Introduction . 57E.2The effect of alignment design parameters on lateral forces generated by the rolling stock . 57E.2.1Cant deficiency . 57E.2.2Cant excess . 58E.2.3The lateral strength limit of a track under loading (Prud'homme limit) . 58E.2.4Factors influencing the resistance to track lateral displacement . 58Annex F (informative)
Consequences on track resistance, stress and fatigue resulting from tilting body train systems . 59F.1General . 59F.2Basic principles applying to tilting body techniques . 59F.3Safety requirements . 59F.3.1Lateral axle force and track lateral resistance (track lateral shift) . 59F.3.2Vehicle overturning . 60F.3.3Comfort requirements . 61Annex G (informative)
Constraints and risks associated with the use of exceptional limits . 62Annex H (informative)
Recapitulation of the work carried out by the ORE B 55 Committee – Maximum permissible cant . 63H.1Introduction . 63H.2Criteria for safety against derailment at low speed through wheel-climbing . 63H.3Limits for track twist. 64H.4Rules applicable to the design of and checks performed on new vehicles with regard to their capability of coping with track twist values . 65H.5List of reports published by the ORE B 55 Committee . 65Annex I (informative)
A-deviation Switzerland . 66Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the council of 17 June 2008 on the interoperability of the rail system within the Community . 67Bibliography . 70 SIST EN 13803-1:2010
EN 13803-1:2010 (E) 4 Foreword This document (EN 13803-1:2010) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by December 2010, and conflicting national standards shall be withdrawn at the latest by December 2010. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights. This document supersedes ENV 13803-1:2002. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s). For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this document. Council Directive 96/48/EC of 23 July 1996 on the interoperability of the European high-speed network1 European Parliament and Council Directive 2004/17/EC of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors2 Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways3 EN 13803, Railway applications – Track – Track alignment design parameters – Track gauges 1435 mm and wider consists of the following parts: Part 1: Plain line Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of the curvature According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.
1 Official Journal of the European Communities N° L 235 of 1996-09-17 2 Official Journal of the European Communities N° L 134 of 2004-04-30 3 Official Journal of the European Communities N° L 237 of 1991-08-24 SIST EN 13803-1:2010
EN 13803-1:2010 (E) 5 1 Scope This European Standard specifies the rules and limits that determine permissible speed for a given track alignment. Alternatively, for a specified permissible speed, it defines limits for track alignment design parameters.
More restrictive requirements of the High Speed TSI Infrastructure and the Conventional Rail TSI Infrastructure, as well as other (national, company, etc.) rules will apply. This European Standard applies to main lines with track gauges 1435 mm and wider with permissible speeds between 80 km/h and 300 km/h. Annex C (informative) describes the conversion rules which can be applied for tracks with gauges wider than 1435 mm. Normative Annex D is applied for track gauges wider than 1435 mm. However, the values and conditions stated for this speed range can also be applied to lines where permissible speeds are less than 80 km/h, but in this case, more or less restrictive values may need to be used and should be defined in the contract.
This European Standard need not be applicable to certain urban and suburban lines.
This European Standard also takes account of vehicles that have been approved for high cant deficiencies.
For the operation of tilting trains, specific requirements are defined within this European Standard.
2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13803-2, Railway applications — Track — Track alignment design parameters — Track gauges 1435 mm and wider — Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature EN 14363, Railway applications — Testing for the acceptance of running characteristics of railway vehicles —Testing of running behaviour and stationary tests EN 15686, Railway applications — Testing for the acceptance of running characteristics of railway vehicles with cant deficiency compensation system and/or vehicles intended to operate with higher cant deficiency than stated in EN 14363:2005, Annex G EN 15687, Railway applications — Testing for the acceptance of running characteristics of freight vehicles with static wheel axle higher than 225 kN and up to 250 kN ISO 80000-3, Quantities and units — Part 3: Space and time 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 alignment element segment of the track with either vertical direction, horizontal direction or cant obeying a unique mathematical description as function of longitudinal distance NOTE Unless otherwise stated, the appertaining track alignment design parameters are defined for the track centre line and the longitudinal distance for the track centre line is defined in a projection in a horizontal plane. SIST EN 13803-1:2010
EN 13803-1:2010 (E) 6 3.2 circular curve alignment element of constant radius 3.3 transition curve alignment element of variable radius NOTE 1 The clothoid (sometimes approximated as a 3rd degree polynomial, “cubic parabola”) is normally used for transition curves, giving a linear variation of curvature. In some cases, curvature is smoothed at the ends of the transition.
NOTE 2 It is possible to use other forms of transition curve, which show a non-linear variation of curvature. Informative Annex A gives a detailed account of certain alternative types of transitions that may be used in track alignment design. NOTE 3 Normally, a transition curve is not used for the vertical alignment. 3.4 compound curve sequence of curved alignment elements, including two or more circular curves in the same direction NOTE The compound curve may include transition curves between the circular curves and / or the circular curves and the straight tracks
3.5 reverse curve sequence of curved alignment elements, containing alignment elements which curve in the opposite directions NOTE A sequence of curved alignment elements, may be both a compound curve and a reverse curve. 3.6 cant amount by which one running rail is raised above the other running rail NOTE Cant is positive when the outer rail on curved track is raised above the inner rail and is negative when the inner rail on curved track is raised above the outer rail. Negative cant is unavoidable at switches and crossings on a canted main line where the turnout is curving in the opposite direction to the main line and, in certain cases, on the plain line immediately adjoining a turnout (see EN 13803-2).
3.7 equilibrium cant cant at a particular speed at which the vehicle will have a resultant force perpendicular to the running plane 3.8 cant excess difference between applied cant and a lower equilibrium cant NOTE 1 When there is cant excess, there will be an unbalanced lateral force in the running plane. The resultant force will move towards the inner rail of the curve.
NOTE 2 Cant on a straight track results in cant excess, generating a lateral force towards the low rail.
3.9 cant deficiency difference between applied cant and a higher equilibrium cant NOTE When there is cant deficiency, there will be an unbalanced lateral force in the running plane. The resultant force will move towards the outer rail of the curve.
3.10 cant transition alignment element where cant changes with respect to longitudinal distance SIST EN 13803-1:2010
EN 13803-1:2010 (E) 7 NOTE 1 Normally, a cant transition should coincide with a transition curve.
NOTE 2 Cant transitions giving a linear variation of cant are usually used. In some cases, cant is smoothed at the ends of the transition.
NOTE 3 It is possible to use other forms of cant transition, which show a non-linear variation of cant. Informative Annex A gives a detailed account of certain alternative types of transitions that may be used in track alignment design.
3.11 cant gradient absolute value of the derivative (with respect to longitudinal distance) of cant 3.12 rate of change of cant absolute value of the time derivative of cant 3.13 rate of change of cant deficiency absolute value of the time derivative of cant deficiency (and/or cant excess) 3.14 maximum permissible speed maximum speed resulting from the application of track alignment limits given in this standard 3.15 normal limit limit not normally exceeded NOTE The actual design values for new lines should normally have a margin to the normal limits. These values ensure maintenance costs of the track are kept at a reasonable level, except where particular conditions of poor track stability may occur, without compromising passenger comfort. To optimize the performance of existing lines it may be useful to go beyond the normal limits.
3.16 exceptional limit extreme limit not to be exceeded NOTE As exceptional limits are extreme, it is essential that their use is as infrequent as possible and subject to further consideration. Informative Annex H describes the constraints and risks associated with the use of exceptional limits. SIST EN 13803-1:2010
EN 13803-1:2010 (E) 8 4 Symbols and abbreviations No. Symbol Designation Unit 1 ai quasi-static lateral acceleration, at track level, but parallel to the vehicle floor m/s2 2 aq non-compensated lateral acceleration in the running plane m/s2 3 C factor for calculation of equilibrium cant mm·m·h2/km24 dai/dt rate of change of quasi-static lateral acceleration, at track level, but parallel to the vehicle floor
m/s3 5 daq/dt rate of change of non-compensated lateral acceleration m/s3 6 dD/ds cant gradient
mm/m 7 dD/dt rate of change of cant mm/s 8 dI/dt rate of change of cant deficiency (and/or cant excess)
mm/s 9 D Cant mm 10 DEQ equilibrium cant mm 11 e distance between the nominal centre points of the two contact patches of a wheelset (e.g. about 1500 mm for track gauge 1435 mm) mm 12 E cant excess mm 13 g acceleration due to gravity: 9,81 m/s2 m/s2 14 hg height of the centre of gravity mm 15 I cant deficiency mm 16 LD length of cant transition
m 17 LK length of transition curve
m 18 Li length of alignment elements (circular curves and straights) between two transition curves
m 19 lim limit (index) - 20 max maximum value (index) - 21 min minimum value (index) - 22 qD factor for calculation of length of cant transition
m·h/(km·mm)23 qI factor for calculation of length of transition curve
m·h/(km·mm)24 qN factor for calculation of length of cant transition or transition curve with non-constant gradient of cant and curvature, respectively
- 25 qR factor for calculation of vertical radius m·h2/km2 26 qV factor for conversion of the units for vehicle speed: 3,6 km·s/(h·m) km·s/(h·m) 27 R radius of horizontal curve m 28 Rv radius of vertical curve m 29 s longitudinal distance
m 30 sr roll flexibility coefficient, equivalent to flexibility coefficient s in EN 15273-1 - 31 st tilt compensation factor of a tilt system
- 32 t time s 33 V speed
km/h 34 Vmax maximum speed of fast trains
km/h 35 Vmin minimum speed of slow trains
km/h 36 ∆aq overall variation of non-compensated lateral acceleration m/s2 37 ∆D overall variation of cant along a cant transition
mm 38 ∆I overall variation of cant deficiency (and/or cant excess) mm
SIST EN 13803-1:2010
EN 13803-1:2010 (E) 9 5 Requirements 5.1 Background 5.1.1 General The following technical normative rules assume that standards for acceptance of vehicle, track construction and maintenance are fulfilled. A good compromise has to be found between train dynamic performance, maintenance of the vehicle and track, and construction costs. More restrictive limits than those in this European Standard may be specified in the contract.
Unnecessary use of the exceptional limits specified in this European Standard should be avoided. A substantial margin to them should be provided, either by complying with the normal limits or by applying a margin with respect to permissible speed. For further details, see informative Annex G. 5.1.2 Track alignment design parameters The following parameters are specified in 5.2: radius of horizontal curve R (m) (*S); cant D (mm) (*S); cant deficiency I (mm) (*S); cant excess E (mm); cant gradient dD/ds (mm/m) (*S); rate of change of cant dD/dt (mm/s); rate of change of cant deficiency (and/or cant excess) dI/dt (mm/s); length of cant transitions LD (m) (*S);
length of transition curves in the horizontal plane LK (m); length of alignment elements (circular curves and straights) between two transition curves Li (m);
radius of vertical curve Rv (m); speed V (km/h) (*S). Parameters followed by the (*S) note indicate safety-related parameters. SIST EN 13803-1:2010
EN 13803-1:2010 (E) 10 5.1.3 Parameter quantification For most of the parameters, two
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